CHASSIS – U240E AND U341E AUTOMATIC TRANSAXLES
U240E AND U341E AUTOMATIC TRANSAXLES J DESCRIPTION D The U240E and the U341E are compact, lightweight, and high-capacity 4-speed automatic transaxles equipped with the [Super ECT (Electronically Controlled Transaxle)]. The U240E automatic transaxle has been newly adopted on the 2ZZ-GE engine models, and the U341E automatic transaxle on the 1ZZ-FE engine models.
D Both the U240E and U341E automatic transaxles have adopted a planetary gear unit with a new gear layout. D The U240E automatic transaxle has adopted the E-Shift system, which has transmission shift switches located on the steering wheel to enable the driver to manually shift the gears without taking the hands off the steering wheel, provided that the floor shift lever is engaged in the M position.
D A shift lock mechanism is incorporated to minimize the possibility of incorrect operation of the automatic transaxle.
D The overdrive switch has been changed from the previous ON/OFF lock type to the momentary type switch. D Automatic transaxle fluid is used T-IV.
169CH12
169CH13
U240E Automatic Transaxle
U341E Automatic Transaxle
" Specifications A
Transaxle Type
U240E
U341E
Engine Type
2ZZ-GE
1ZZ-FE
1st
3.944
2.847
2nd
2.197
1.552
3rd
1.413
1.000
4th
1.020
0.700
Reverse
3.145
2.343
Counter Gear Ratio
1.020
1.019
Differential Gear Ratio
3.120
3.924
7.6 (8.0, 6.7)
6.88 (7.3, 6.1)
ATF Type T-IV
z
Gear Ratio
Fluid Capacity Fluid Type
Liters (US qts, Imp. qts)
CHASSIS – U240E AND 7341E AUTOMATIC TRANSAXLES PLANETARY GEAR UNIT J PLANETARY 1. Gener eneral al U240E Automatic Transaxle
The U240E automatic transaxle has adopted a new gear layout. In the new gear layout, the counter drive and driven gears are placed in front of the front planetary gear and the under drive (U/D) planetary gear unit is placed above the counter shaft. Furthermore, the force transmission method has been changed by eliminating the brake and the one-way clutch. As a result, torque capacity that accommodates the high output engine has been attained, while realizing a compact gear unit. Front Planetary Gear B1
Counter Drive Gear B2
C2 Rear Planetary Gear
C1
F1 Input Shaft
B3 Under Drive Drive (U/ D) Planetary Gear F2 C3
Differential Drive Pinion
Counter Driven Gear
169CH14
" Specifications A
C1
Forward Clutch
4
C2
Direct Clutch
4
C3
U / D Direct Clutch
B1
2nd Brake
B2
1st & Reverse Brake
5
B3
U / D Brake
3
F1
No.1 One-Way Clutch
F2
U/D One-Way Clutch
Front Planetary Gear
Rear Planetary Gear
U/ D Planetary Planetary Gear
Counter Gear
The No. of Discs
The No. of Sprags
3 4
28 15
The No. of Sun Gear Teeth
43
The No. of Pinion Gear Teeth
17
The No. of Ring Gear Teeth
77
The No. of Sun Gear Teeth
31
The No. of Pinion Gear Teeth
19
The No. of Ring Gear Teeth
69
The No. of Sun Gear Teeth
32
The No. of Pinion Gear Teeth
26
The No. of Ring Gear Teeth
83
The No. of Drive Gear Teeth
50
The No. of Driven Gear Teeth
51
CHASSIS – U240E AND U341E AUTOMATIC TRANSAXLES U341E Automatic Transaxle
The U341E automatic transaxle has adopted a new gear layout. This automatic transaxle effects the shifting of all speeds using 2 sets of planetary gear unit. Also, through the adoption of the clutch-to-clutch pressure control, the number of brakes have been reduced from 4 to 3, and the number of one-way clutches from 3 to 2 in comparison to the A140E automatic transaxle.
169CH15
" Specifications A
C1
Forward Clutch
4
C2
Direct Clutch
3
C3
Reverse Clutch
B1
OD & 2nd Brake
B2
2nd Brake
4
B3
1st & Reverse Brake
4
F1
No.1 One-Way Clutch
The No. of Sprags
16
F2
No.2 One-Way Clutch
The No. of Rollers
15
The No. of Sun Gear Teeth
46
The No. of Pinion Gear Teeth
21
The No. of Ring Gear Teeth
85
The No. of Sun Gear Teeth
32
The No. of Pinion Gear Teeth
21
The No. of Ring Gear Teeth
75
The No. of Drive Gear Teeth
52
The No. of Driven Gear Teeth
53
Front Planetary Gear
Rear Planetary Gear
Counter Gear
The No. of Discs
3 2
CHASSIS – U240E AND U341E AUTOMATIC TRANSAXLES 3. Motive Power Transaxle U240E Automatic Transaxle " Operating Conditions A
Shift Lever Position
Gear
Solenoid Valve SL1
Solenoid Valve SL2
Solenoid Valve S4
Solenoid Valve DSL
P
Park
ON
ON
OFF
OFF
R
Reverse
ON
OFF
OFF
OFF
N
Neutral
ON
ON
OFF
OFF
1st
ON
ON
OFF
OFF
f
2nd
OFF
ON
OFF
OFF
f
3rd
*OFF/ON*
OFF
OFF
OFF
f f
4th
*OFF/ON*
OFF
ON
OFF
f f f
1st
ON
ON
OFF
OFF
f
2nd
OFF
ON
OFF
OFF
f
1st
ON
ON
OFF
ON
f
D
2 L
*: Lock-up ON
C1 C2 C3 B1 B2 B3 F1 F2
f f f
f
f f f f f
f
f
f
f
f f f f
f
f
f f f f
CHASSIS – U240E AND U341E AUTOMATIC TRANSAXLES 1) 1st Gear (D or 2 Position)
Counter Drive Gear B1
F1
B2
Front Planetary Gear
C1
Input Shaft
C2
Sun Gear
Rear Planetary Gear
Intermediate Shaft Differential Drive Pinion
C3
Sun Gear B3
F2
Ring Gear
U/ D Planetary Gear
161ES09
Counter Driven Gear 2) 2nd Gear (D or 2 Position)
Counter Drive Gear B1
F1
B2
Front Planetary Gear
C1
C2
Input Shaft
Sun Gear
Rear Planetary Gear
Intermediate Shaft Differential Drive Pinion
C3
Sun Gear B3
F2
Ring Gear
U/ D Planetary Gear Counter Driven Gear
3) 3rd Gear (D Position)
B1
161ES10
Counter Drive Gear B2 Front Planetary Gear
F1
C1
Input Shaft
C2
Sun Gear
Rear Planetary Gear
Intermediate Shaft Differential Drive Pinion
C3
Sun Gear F2
B3
Ring Gear
U/ D Planetary Gear Counter Driven Gear
161ES11
CHASSIS – U240E AND U341E AUTOMATIC TRANSAXLES 4) 4th Gear (D Position)
Counter Drive Gear B1
B2 Front Planetary Gear
F1
C1
Input Shaft
C2
Sun Gear
Rear Planetary Gear
Intermediate Shaft Differential Drive Pinion
C3
B3
F2
Sun Gear Ring Gear
U/ D Planetary Gear Counter Driven Gear
161ES12
5) 1st Gear (L Position)
Counter Drive Gear B1
B2 Front Planetary Gear
F1
C1
Input Shaft
C2
Sun Gear
Rear Planetary Gear
Intermediate Shaft
C3
Differential Drive Pinion Sun Gear
B3
F2
Ring Gear
U/ D Planetary Gear Counter Driven Gear
161ES13
6) Revers Gear (R Position)
Counter Drive Gear B1
B2 Front Planetary Gear
F1
C1
Input Shaft
C2
Rear Planetary Gear
Sun Gear
Intermediate Shaft
C3
Differential Drive Pinion Sun Gear
F2
B3
U/ D Planetary Gear Counter Driven Gear
Ring Gear 161ES14
CHASSIS – U240E AND U341E AUTOMATIC TRANSAXLES U341E Automatic Transaxles " Operating Conditions A
Shift Lever Position
Gear
Solenoid Valve No.1
Solenoid Valve No.2
P
Park
ON
ON
R
Reverse
ON
ON
N
Neutral
ON
ON
1st
ON
ON
f
2nd
ON
OFF
f
3rd
OFF
OFF
f
4th
OFF
ON
1st
ON
ON
f
2nd
ON
OFF
f
1st
ON
ON
f
D
2 L
C1
C2
C3
B1
B2
f
B3
F1
f f f
f f
f
f f
f f
f
f
f f
1) 1st Gear (D or 2 Position)
Rear Planetary Gear
F2
B3
C1
C2
Intermediate Shaft C3
Counter Drive Gear
F1
B1
B2
Sun Gear Front Planetary Gear
F2
Counter Driven Gear
171CH05
f
CHASSIS – U240E AND U341E AUTOMATIC TRANSAXLES 2) 2nd Gear (D Position)
Rear Planetary Gear
F2
B3
C1
C2
Intermediate Shaft C3
Counter Drive Gear
F1
B1
B2
Sun Gear Front Planetary Gear
Counter Driven Gear
171CH06
3) 3rd Gear (D Position)
Rear Planetary Gear F2
B3
C1
C2
Intermediate Shaft Counter Drive Gear
C3
F1
B1
Sun Gear
B2
Counter Driven Gear
Front Planetary Gear 171CH07
4) 4th Gear (D Position)
Rear Planetary Gear F2
B3
C1
C2
Intermediate Shaft C3
Counter Drive Gear
F1
B1
B2
Sun Gear
Counter Driven Gear
Front Planetary Gear 171CH08
CHASSIS – U240E AND U341E AUTOMATIC TRANSAXLES 5) 2nd Gear (2 Position)
Rear Planetary Gear
F2
B3
C1
C2
Intermediate Shaft Counter Drive Gear
C3
F1
B1
Sun Gear
B2
Counter Driven Gear
Front Planetary Gear 171CH09
6) 1st Gear (L Position)
Rear Planetary Gear
F2
B3
C1
C2
Intermediate Shaft C3
Counter Drive Gear
F1
B1
B2
Sun Gear Front Planetary Gear
Counter Driven Gear
171CH10
7) Reverse Gear (R Position)
Rear Planetary Gear
F2
B3
C1
C2
Intermediate Shaft C3
Counter Drive Gear
F1
B1
B2
Sun Gear Front Planetary Gear
Counter Driven Gear
171CH11
CHASSIS – U240E AND U341E AUTOMATIC TRANSAXLES
J HYDRAULIC CONTROL SYSTEM 1. General The hydraulic control system is composed of the oil pump, the valve body, the solenoid valves, the accumulators, the clutches and brakes as well as the fluid passages which connected all of these components. Based on the hydraulic pressure acting on the torque converter clutch, clutches and brakes in accordance with the vehicle driving conditions. HYDRAULIC CONTROL SYSTEM ACCUMULATORS
VALVE BODY
OIL PUMP
Hydr. pressure control
Fluid passage switching & Hydr. pressure control
CLUTCH & BRAKE
Planetary gear units
Torque converter clutch
ECM
SOLENOID VALVES
165CH56
2. Oil Pump (U341E Automatic Transaxle) An oil pump, in which the shape of the teeth has been changed and the crescent has been discontinued, has been adopted. As a result, the oil pump has been made more compact, and the driving torque has been reduced, thus realizing excellent volumetric efficiency during low-speed operation.
Cresent
U341E
Conventional Model 165CH10
3. Valve Body The valve body has a two-stage construction. Also, a compact, lightweight, and highly rigid valve body has been realized. All the solenoid valves are installed in the lower valve body.
CHASSIS – U240E AND U341E AUTOMATIC TRANSAXLES
J ELECTRONIC CONTROL SYSTEM 1. Construction The configuration of the electronic control system in the U240E and U341E automatic transaxles are as shown in the following chart. SENSORS
ACTUATORS
CRANKSHAFT POSITION SENSOR
NE
ENGINE COOLANT TEMP. SENSOR
THW
THROTTLE POSITION SENSOR
PARK/NEUTRAL POSITION SWITCH
TRANSMISSION SHIFT SWITCH*1
TRANSMISSION SHIFT SWITCH*1
VTA
SL1
SOLENOID VALVE SL1*1
S1
SOLENOID VALVE No.1*2
SL2
SOLENOID VALVE SL2*1
S2
P, N R, D, 2, L
SLT
SFTU
SFTD
VEHICLE SPEED SENSOR
SOLENOID VALVE ST*2
S4
SOLENOID VALVE S4*1
SPD SL
COUNTER GEAR SPEED SENSOR*1
NC
DSL INPUT TURBINE SPEED SENSOR
STOP LIGHT SWITCH
FLUID TEMPERATURE SENSOR
OVER DRIVE SWITCH
SOLENOID VALVE SLT
ST ECM
COMBINATION METER
SOLENOID VALVE No.2*2
SOLENOID VALVE SL*2
SOLENOID VALVE DSL*1
NT
STP
THO
ODMS
*1: Only for the U240E Automatic Transaxle *2: Only for the U341E Automatic Transaxle
W
ODLP
SIL TC
MALFUNCTION INDICATOR LAMP
O/D OFF INDICATOR
DATA LINK CONNECTOR 3
CHASSIS – U240E AND U341E AUTOMATIC TRANSAXLES 2. Solenoid Valves U240E Automatic Transaxle 1) Solenoid Valves SL1, SL2 and SLT a. General
In order to provide a hydraulic pressure that is proportion to current that flows to the solenoid coil, the solenoid valve SL1, SL2 and SLT linearly controls the line pressure based on the signals it receives from the ECM. The solenoid valves SL1, SL2 and SLT have the same basic structure. Sleeve
Solenoid Coil
Hydraulic Pressure " Valve
! Current 161ES22
b. Functions of Solenoid Valve SL1, SL2 and SLT
Solenoid Valve SL1 SL2 SLT
Action For clutch engagement pressure control For line pressure control
Function
D B1 brake pressure control D Lock-up clutch pressure control C2 clutch pressure control
D Line pressure control D Secondary pressure control
CHASSIS – U240E AND U341E AUTOMATIC TRANSAXLES 2) Solenoid Valves S4 and DSL a. General
The solenoid valves S4 and DSL use a three-way solenoid valve.
Drain
Control Pressure
Line Pressure
Solenoid Valve ON
Solenoid Valve OFF 161ES65
161ES64
b. Function of Solenoid Valve S4
The solenoid valves S4 when set to ON controls the 3-4 shift valve to establish the 4th by changing over the fluid pressure applied to B 3 brake and C3 clutch. Solenoid Valve S4 B3 Accumulator
Except 4th # B3 Brake ON S4 OFF
B3
Line Pressure S4 ON
3-4 Shift Valve
C3 4th # C3 Clutch ON
161ES23
C3 Accumulator
CHASSIS – U240E AND U341E AUTOMATIC TRANSAXLES c. Function of Solenoid Valve DSL
The solenoid valve DSL controls the B2 control valve when the transaxle is shifted in the R or L position. During lock-up, the lock-up relay valve is controlled via the C2 lock valve.
Lock-up Relay Valve “R” Lock-up ON Chamber Secondary Pressure Solenoid Valve DSL
Lock-up OFF Chamber
“R” B2
“L” Secondary Pressure C2 Lock Valve B2 Control Valve 161ES24
U341E Automatic Transaxle
D In order to provide a hydraulic pressure that is proportion to current that flows to the solenoid coil, the solenoid valves SLT linearly controls the line pressure based on the signals it receives from the ECM.
D The solenoid valves No.1 and No.2 control the hydraulic pressure during shifting, and the solenoid valve ST operates only when shifting from the 3rd gear to the 4th gear, and from the 4th gear to the 3rd gear.
3. Fluid Temperature Sensor A fluid temperature sensor is installed inside the valve body for direct detection of the fluid temperature.
4. Speed Sensors The U240E and U341E automatic transaxles have adopted an input turbine speed sensor (for the NT signal), and the U240E automatic transaxle has adopted a counter gear speed sensor (for the NC signal). Thus, the ECM can detect the timing of the shifting of the gears and appropriately control the engine torque and hydraulic pressure in response to the various conditions.
CHASSIS – U240E AND U341E AUTOMATIC TRANSAXLES
J AUTOMATIC TRANSAXLE CONTROL SYSTEM 1. General The automatic transaxle control system of the U240E and U341E automatic transaxles are compared below. System
Function
U240E U341E
D Controls the pressure that is applied directly to B1 brake and C2 clutch by actuating the shift solenoid valve in accordance with the ECM signals. D The solenoid valves SL1 and SL2 minutely controls the clutch pressure in accordance with the engine output and driving conditions. Clutch Pressure Control
f
–
–
f
D Controls the pressure that is applied directly to B1 brake and C1 clutch by actuating the shift solenoid valves ST and SLT in accordance with the ECM signals. D The solenoid valve SLT minutely controls the clutch pressure in accordance with the engine output and driving conditions.
Apply Orifice Control
The apply orifice control valve varies the apply orifice to control the flow volume supplied to the B 3 brake.
f
–
Centrifugal Fluid Pressure Cancelling Mechanism
Applies an equal pressure from the opposite side to cancel the influence of the pressure that is created by centrifugal force.
f
f
Line Pressure Optimal Control
Actuates the solenoid valve SLT to control the line pressure in accordance with information from the ECM and the operating conditions of the transaxle.
f
f
Engine Torque Control
Retards the engine ignition timing temporarily to improve shift feeling during up or down shifting.
f
f
Shifting Control in Uphill Traveling
Controls to restrict the 4th upshift by using the ECM to determine whether the vehicle is traveling uphill.
f
f
High Response Shift Control
The shift time lag has been reduced to half by the centrifugal fluid pressure cancelling mechanism and clutch pressure optimal control.
f
f
The ECM sends current to the solenoid valve No.1 and/or No.2 based on signals from each sensor and shifts the gear.
–
f
The ECM sends current to the solenoid valve SL1 and/or SL2 based on signals from each sensor and shifts the gear.
f
–
Lock-Up Timing Control
The ECM sends current to the shift solenoid valve based on signals from each sensor and engages or disengages the lock-up clutch.
f
f
“N” to “D” Squat Control
When the shift lever is shifted from “N” to “D” range, the gear is temporarily shifted to 3rd and then to 1st to reduce vehicle squat.
f
f
Shift Timing Control
CHASSIS – U240E AND U341E AUTOMATIC TRANSAXLES 2. Clutch Pressure Control Clutch to Clutch Pressure Control 1) U240E Automatic Transaxle
A direct clutch pressure control has been adopted for shifting from the 1st to 2nd gear, and from the 2nd to 3rd gear. Actuates solenoid valves SL1 and SL2 in accordance with the signals from the ECM, and guides this output pressure directly to control valves B 1 and C2 in order to regulate the line pressure that acts on the B1 brake and C2 clutch. As a result, compact B 1 and C2 accumulators without a back pressure chamber have been realized. Signals from Individual Sensors
ECM SL1
SL2 C2 Accumulator
B1 Accumulator
Solenoid Valve SL2 OFF # C2 Clutch ON
Solenoid Valve SL1 OFF # B1 Brake ON
C2
B1
B1 Control Valve
C2 Control Valve
161ES15
2) U341E Automatic Transaxle
A clutch to clutch pressure control has been adopted for shifting from the 3rd to 4th gear, and from the 4th to 3rd gear. Actuates solenoid valves ST and SLT in accordance with the signals from the ECM, and guides this output pressure directly to 4-3 timing valve and 3-4 timing valve in order to regulate the line pressure that acts on the B1 brake and C1 clutch. As a result, compact B 1 and C1 accumulators without a back pressure chamber have been realized. By enabling the solenoid valve ST to switch the orifice of the 4-3 timing valve and the 3-4 timing valve, a smooth shifting has been realized. Linear Solenoid SLT
Accumulator Control Valve
3-4 Shift Valve
4-3 Timing Valve
3-4 Timing Valve
C1
Solenoid Valve ST B1 171CH12
CHASSIS – U240E AND U341E AUTOMATIC TRANSAXLES Clutch Pressure Optimal Control
Solenoid valves SL1, SL2 (U240E) and SLT (U341E) are used for optimal control of clutch pressure. The ECM monitors the signals from various types of se nsors such as the input turbine speed sensor, allowing shift solenoid valves SL1, SL2 (U240E) and SLT (U341E) to minutely control the clutch pressure in accordance with engine output and driving conditions. As a result, smooth shift characteristics have been realized. " U240E Automatic Transaxle A Torqueted rpm m p Change Ratio r t f a h S t u p Practical rpm Change Ratio n I
ECM
Signals from Various Sensors Engine rpm Engine Torque Information Fluid Temperature
Input Turbine Speed Sensor
Time Engine
SL2 SL1
e u q r o T t f a h S t u p t u O
e r u s s e r P e k a r B / h c t u l CSolenoid Drive Signal
169CH16
Time
" U341E Automatic Transaxle A d Torqueted rpm e e Change Ratio p S t f a h S t u p n Practical rpm Change Ratio I
ECM
Signals from Various Sensors Engine Speed Engine Torque Information Fluid Temperature
Input Turbine Speed Sensor
Time Engine
SLT
e u q r o T t f a h S t u p t u O
Time
e r u s s e r P e k a r B / h c t u l CSolenoid Drive Signal
165CH14
CHASSIS – U240E AND U341E AUTOMATIC TRANSAXLES 3. Apply Orifice Control (U240E Automatic Transaxle) The B3 orifice control valve has been provided for the B 3 brake, which is applied when shifting from 4th to 3rd. The B3 orifice control valve is controlled by the amount of the throttle pressure in accordance with shifting conditions, and the flow volume of the fluid that is supplied to the B 3 brake is controlled by varying the size of the control valve’s apply orifice. Throttle Pressure
Except 4th # B3 Brake ON B3
B3 Orifice Control Valve
B3 Apply Fluid Pressure
B3 Accumulator 157CH19
CHASSIS – U240E AND U341E AUTOMATIC TRANSAXLE 4. Centrifugal Fluid Pressure Cancelling Mechanism A centrifugal fluid pressure canceling mechanism has been adopted in the clutches. On the U240E automatic transaxle, this mechanism is provided in the C 1, C2 and C3 clutches for 2nd/3rd and 3rd/4th gear shifting, and on the U341E automatic transaxle, this mechanism is provided in the C1 clutch for 4th/3rd and 4th/2nd gear shifting. In the conventional clutch mechanism, to prevent the generation of pressure by the centrifugal force that is applied to the fluid in the piston fluid pressure chamber when the clutch is released, a check ball is provided to discharge the fluid. Therefore, before the clutch can be subsequently applied, it took time for the fluid to fill the piston fluid pressure chamber. During shifting, in addition to the pressure that is controlled by the valve body, the pressure that acts on the fluid in the piston fluid pressure chamber also exerts influence, which is dependent upon rpm fluctuations. In order to eliminate this influence, a canceling fluid pressure chamber is provided opposite to the piston fluid pressure chamber. By utilizing the lubrication fluid such as that of the shaft, the same amount of centrifugal force is applied, thus canceling the centrifugal force that is applied to the piston itself. Accordingly, it is not necessary to discharge the fluid through the use of a check ball, and a highly responsive and smooth shifting characteristic has been achieved. C2 Clutch
C2 Clutch
Piston
Piston Fluid Pressure Chamber
Canceling Fluid Pressure Chamber
Clutch Fluid Pressure Centrifugal Fluid Pressure
C3 Clutch 169CH47
U240E Automatic Transaxle
Centrifugal Fluid Pressure Applied to the Piston Fluid Pressure Chamber Target Fluid Pressure
Centrifugal Fluid Pressure Applied to Canceling Fluid Pressure Chamber
Centrifugal Fluid Pressure Applied to the Piston Fluid Pressure Chamber Clutch
Target Fluid Pressure
Centrifugal Fluid Pressure Applied to Canceling Fluid Pressure Chamber
Fluied Pressure Applied to piston
Piston Fluid Pressure Chamber Shaft Side
157CH16
Centrifugal fluid pressure Fluid pressure – applied to canceling fluid applied to piston pressure chamber
=
Target fluid pressure (original clutch pressure)
Canceling Fluid Pressure Chamber 157CH17
CHASSIS – U240E AND U341E AUTOMATIC TRANSAXLES 5. Line Pressure Optimal Control The line pressure is controlled by using a solenoid valve SLT. Through the use of the solenoid valve SLT, the line pressure is optimally controlled in accordance with the engine torque information, as well as with the internal operating conditions of the torque converter and the transaxle. Accordingly, the line pressure can be controlled minutely in accordance with the engine output, traveling condition, and the ATF temperature, thus realizing smooth shift characteristics and optimizing the workload on the oil pump.
Line Pressure
Primary Regulator Solenoid Valve SLT Solenoid Drive Signal
Fluid Pressure
Input Turbine Speed Sensor
Transaxle Current
Pump
Throttle Pressure
Fluid Temperature Shift Position
Throttle Valve Opening Engine
Intake Air Volume Engine Coolant Temperature Engine rpm
ECM 161ES26
CHASSIS – U240E AND U341E AUTOMATIC TRANSAXLES 6. Shifting Control in Uphill Traveling General
With shifting control in uphill traveling, the ECM calculates the throttle opening angle and the acceleration rate to determine whether the vehicle is in the uphill state. While driving uphill on a winding road with ups and downs, the 4th upshift is restricted to ensure a smooth drive.
Uphill Corner
3rd
Without Control
4th
3rd
3rd
With Control
Shifting up to the 4th speed after down shifting to the 3rd speed is prohibited while uphill traveling is judged.
169CH53
7. High Response Shift Control Due to the use of the previously mentioned centrifugal fluid pressure canceling mechanism and the clutch pressure optimal control, not only smooth shifting has been achieved, but the shift time lag has been halved to realize excellent response.
CHASSIS – U240E AND U341E AUTOMATIC TRANSAXLES
J E-SHIFT (U240E Automatic Transaxle) 1. General The E-Shift system allows the driver to manually shift the gears by operating the transmission shift switches located on the steering wheel. This enables the driver to shift the gears by operating the transmission shift switches located on the steering wheel without taking the hands off the steering wheel, thus minimizing the amount of time required to shift gears, provided that the floor shift lever is engaged in the M position. The gear position that has been selected by operating the transmission shift switch is fixed, it enables a manual shift-like feel. However, when the vehicle is brought to a stop, it automatically down-shifts to the 1st gear.
2. Construction Transmission Shift Switch
The transmission shift switches for down-shift are located on the top side of the steering wheel and the transmission shift switches for up-shift are located on the back side of the steering wheel. Transmission Shift Switches (Down)
Top Side
Transmission Shift Switches (Up)
Back Side 169CH17
169CH18
CHASSIS – U240E AND U341E AUTOMATIC TRANSAXLES Shift Position and Gear Position Indicators
D The driver selects the M position by engaging the shift lever. At that time, the M mode indicator illuminates in the combination meter.
D The gear position indicator illuminates at the respective shift position (L, 2, D, and M).
169CH19
M Mode Indicator Gear Position Indicator Combination Meter
169CH20
Operation
The usable gears are shown in the chart below. Shift Position
Transmission Shift Switch
Usable Gear
L
Inactive
2
Inactive
D
Inactive
M
Active
Shift Indicator Gear Position Indicator
M Mode Indicator
1st
ON
OFF
1st, 2nd
ON
OFF
ON
OFF
ON
ON
O/D ON
1st
O/D OFF
1st
O/D ON
1st
O/D OFF
1st
X
X
X
X
4th 3rd 4th 3rd
CHASSIS – U240E AND U341E AUTOMATIC TRANSAXLES
J FAIL SAFE FUNCTION This function minimizes the loss of operability when any abnormality occurs in each sensor or solenoid. Control is effected as follows if a malfunction occurs in the sensors and solenoids:
1. U240E Automatic Transaxle D During a speed sensor malfunction, the vehicle speed is detected through the signals from the counter gear speed sensor to effect normal control.
D During a counter gear speed se nsor malfunction, 4th upshift is prohibited. D During an ATF temperature sensor malfunction, 4th upshift is prohibited. D During a malfunction in the solenoid valve SL1, SL2, or S4, the current to the faulty solenoid valve is cut off and control is effected by operating the normal solenoid valves. Shift control is effected as described in the table below, depending on the faulty solenoid. When shift solenoid SL1 is abnormal
When all solenoids are normal
Tr av el in g 3 rd o r 4t h
Solenoid
Tr av el ing 1s t or 2nd
Solenoid
SL1
SL2
S4
ON
ON
OFF
OFF
ON
OFF /ON *1 OFF /ON *1
Gear
Solenoid
SL1
SL2
S4
1st
x
ON # OFF
OFF
OFF
2nd
x
ON # OFF
OFF
OFF
3rd
x
OFF
ON
4th
x
Gear
SL1
SL2
S4
3rd
x*2
ON
OFF
OFF
3rd
x*2
ON
OFF
OFF
3rd
x*2
OFF
ON
4th
x*2
Tr av el in g 3 rd o r 4t h
Solenoid SL1
SL2
S4
x
x
OFF
x
x
x
x
SL2
S4
2nd
ON # OFF
x
OFF
OFF
2nd
OFF
x
OFF # ON
OFF # ON
3rd
OFF /ON *1
OFF # ON
ON
3rd
OFF /ON *1
SL1
SL2
S4
3rd
x
ON # OFF
x
OFF
3rd
x
ON # OFF
x
OFF
3rd
x
x
ON
4th
x
SL2
S4
3rd
x
ON
x
x
3rd
x
ON
OFF
x
3rd
x
OFF
x
3rd
x
Gear
Gear
SL1
SL2
S4
3rd
ON
ON
x
1st
OFF
3rd
OFF
ON
x
2nd
x
OFF
3rd
OFF /ON *1
OFF
x
3rd
x
ON
4th
OFF /ON *1
OFF
x
3rd
When SL1,, SL2 and S4 are abnormal
Solenoid
SL1
*1: Lock-up ON *2: B1 is constantly operating.
Gear
When SL2 and S4 are abnormal
Solenoid Gear
Solenoid
SL1
Tr av el ing 1s t or 2nd
Solenoid Gear
When S4 is abnormal
Solenoid Gear
When SL1 and SL4 are abnormal
When SL1 and SL2 are abnormal
When SL2 is abnormal
Solenoid
SL1
SL2
S4
2nd
ON # OFF
x
x
x
2nd
OFF
x
OFF # ON
x
2nd
OFF /ON *1
OFF # ON
x
2nd
OFF /ON *1
Gear
Gear
SL1
SL2
S4
3rd
x
x
x
3rd
x
3rd
x
x
x
3rd
x
x
3rd
x
x
x
3rd
x
x
3rd
x
x
x
3rd
CHASSIS – U240E AND U341E AUTOMATIC TRANSAXLES 2. U341E Automatic Transaxle D During a vehicle speed sensor malfunction, 4th upshift prohibited. D During a input turbin speed sensor malfunction, 4th upshift prohibited. D During on fluid temperature sensor malfunction, 4th upshift prohibited. D During a solenoid valve SLT malfunction, 4th upshift prohibited. D During a solenoid valve ST malfunction, 4th upshift prohibited. D During a water temp. sensor, knock sensor, or throttle position sensor malfunction, 4th upshift prohibited. D During a malfunction in the solenoid valve S1 or S2 the current to the faulty solenoid valve is cut off and control is effected by operating the normal solenoid valves. Shift control is effected as described in the table below, depending on the faulty solenoid. When all solenoids are normal Solenoid S1
S2
ON
ON
ON
Gear
When shift solenoid S1 is abnormal Solenoid S1
S2
1st
x
ON # OFF
OFF
2nd
x
OFF
OFF
3rd
OFF
ON
4th
Gear
When shift solenoid S2 is abnormal Solenoid S1
S2
3rd
ON
x
OFF
3rd
ON
x
OFF
3rd
x
ON
4th
Gear
When shift solenoid S1 and S2 are abnormal Solenoid
Gear
S1
S2
2nd
x
x
3rd
x
2nd
x
x
3rd
OFF
x
3rd
x
x
3rd
OFF
x
3rd
x
x
3rd